JPH05240283A - Vehicle power unit supporting structure - Google Patents

Abstract

PURPOSE:To relieve the shocks on occupants by providing a displacement changing means where a power unit is displaced forward with ease and displaced rearward with difficulty relative to the vehicle body in the case of collision with a mount bracket. CONSTITUTION:The third engine mount device 13 prevents the rearward displacement of a rear side longitudinal wall part 183 by a reinforcement member 191, and the longitudinal wall part 183 is capable of receiving an external cylinder 197 which moves rearward relative to a front frame 4, and capable of regulating the rearward movement of the power unit relative to the vehicle body in the case of the head-on collision. Since the front side longitudinal wall part 182 is not provided with a reinforcement material, the forward movement of the power unit is permitted by the forward movement of the longitudinal wall part 182. Thus, the vehicle body and the power unit behave themselves independently in the first stage of the collision, and the reduction in the mass leads to the increased deceleration of the vehicle, resulting in the decreased deceleration in the second stage of the collision. Thus, the deceleration in the secondary collision of occupants with the vehicle body is decreased, leading to the relief of the shocks received by the occupants.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power unit mount structure for a vehicle, and more particularly to a structure for absorbing a shock applied to an occupant when the vehicle collides.

[0002]

2. Description of the Related Art A power unit of an automobile is elastically supported by a vehicle body through an engine mount, and when the automobile collides with an obstacle in front of the vehicle, the time elapsed from the occurrence of the collision and the deceleration acting on the passenger compartment are suppressed. It is known that the relationship has the characteristics shown in FIG. The time-integrated total value of the characteristic line corresponds to the collision velocity and correlates with the collision energy. That is, in the first half of the first half of the collision, as shown in FIGS. 37 and 38, since the vehicle body and the power unit behave independently and are decelerated via the spring system of the engine mount, the deceleration of the vehicle body becomes relatively high. However, when the spring system of the engine mount is fully extended in the latter half of the first half of the collision,
As shown in FIG. 39, since the vehicle body and the power unit are integrally decelerated, the deceleration of the vehicle body decreases. In the latter half of the collision, the power unit stops moving forward due to the obstacle, and the collapse of the front part of the vehicle body progresses to increase the resistance as shown in FIGS. 40 and 41, so that the deceleration of the vehicle body rapidly increases and reaches the peak. ..

Although the occupant in the passenger compartment is restrained to some extent by the vehicle body by the seat belt or the airbag, the occupant is displaced forward relative to the vehicle body and the deceleration of the vehicle body is reduced. At approximately peak time, the relative speed of the occupant with respect to the vehicle body becomes maximum, and the head and chest are damaged. Conventionally, various measures such as improving the collapse pattern and spring constant of the front frame at the front of the vehicle body or strengthening the vehicle body frame forming the passenger compartment have been taken in order to mitigate the impact on the occupant during a collision. It is being taken. Conventionally, in setting the collapse pattern of the front part of the vehicle body, a power unit as a rigid body having a predetermined size has been added, but a technique for improving the impact at the time of collision by adding the mass of the power unit has been proposed. Not suggested at all.

On the other hand, as an engine mount for supporting the power unit on the vehicle body, a rubber mount has been generally applied in the past, but in recent years, a liquid-sealed rubber mount has been widely put into practical use, and recently, a practically developed shokai 63-15204.
As described in Japanese Unexamined Patent Publication No. 2, various active engine mounts capable of variably controlling the damping force by electric control have been proposed and put into practical use. Japanese Utility Model Laid-Open No. 63-180712 discloses an inner cylinder, an outer cylinder, a mount rubber mounted between the two cylinders, and a lower bracket connecting the outer cylinder to the vehicle body.
An engine side bracket that connects the shaft member inserted into the inner cylinder to the power unit is provided, and a pivot hole that pivotally supports the shaft member of the engine side bracket is formed as an oblique long hole to absorb an assembly error. The engine mount device configured as described above is described.

[0005]

In a conventional vehicle, as shown in FIG. 36, the deceleration of the vehicle body generally decreases in the latter half of the first half of the collision, so that the peak value of the deceleration in the latter half of the collision becomes higher. Therefore, the relative speed of the occupant with respect to the vehicle body increases, the impact that acts on the occupant from the vehicle body or seat belt increases, and the timing of restraining the occupant with the seat belt or airbag is delayed, so the seat belt or airbag is effective. Decrease in
There is a problem. An object of the present invention is to provide a power unit support structure for a vehicle, which can effectively utilize the mass of the power unit to mitigate the impact applied to an occupant in a collision.

[0006]

According to a first aspect of the present invention, there is provided a power unit support structure for a vehicle, comprising a mount bracket for fixing an engine mount for supporting the power unit to a vehicle body. On the other hand, the power unit is provided with a displacement changing means that makes it easier to displace forward and less likely to displace rearward. According to a second aspect of the present invention, there is provided a power unit support structure for a vehicle according to the first aspect, wherein the mount bracket is a mount bracket that supports a cantilever type engine mount arranged in a vertical direction. According to a third aspect of the present invention, there is provided a power unit support structure for a vehicle according to the first aspect, wherein the mount bracket supports a cylindrical engine mount having an inner cylinder, an outer cylinder, and a mount rubber between the both cylinders. It is a thing.

According to a fourth aspect of the present invention, there is provided a power unit support structure for a vehicle according to the first aspect, wherein the mount bracket includes a front bracket portion and a rear bracket portion that are opposed to each other in a front and rear direction, and the displacement changing means is a front bracket. The rigidity of the rear bracket is set to be higher than the rigidity of the rear bracket in the front-rear direction. According to a fifth aspect of the present invention, there is provided the power unit support structure for a vehicle according to the second aspect, wherein the displacement changing means includes a locking mechanism that prevents rearward displacement of the mount bracket. According to a sixth aspect of the present invention, there is provided the power unit support structure for a vehicle according to the second aspect, wherein the axial center of the cylindrical engine mount is set in the front-rear direction. According to a seventh aspect of the present invention, there is provided the power unit support structure for a vehicle according to the second aspect, wherein an axis of the cylindrical engine mount is set in a vehicle width direction.

According to an eighth aspect of the present invention, there is provided a power unit supporting structure for a vehicle according to the sixth aspect, wherein the mount bracket includes a front bracket portion and a rear bracket portion that are opposed to each other in a front and rear direction, and the displacement changing means is a front bracket. The rigidity of the rear bracket in the front-rear direction is higher than the rigidity of the rear bracket in the front-rear direction. According to a ninth aspect of the present invention, there is provided the power unit support structure for a vehicle according to the sixth aspect, wherein the displacement changing means includes a locking mechanism for locking the mount bracket so as not to move rearward with respect to the vehicle body. The vehicle power unit support structure according to claim 10 is the structure according to claim 6.
In the above structure, the mounting portion for mounting the mount bracket to the vehicle body is provided with elongated bolt holes in the front-rear direction.

According to an eleventh aspect of the present invention, there is provided a power unit support structure for a vehicle according to the seventh aspect, wherein the mount bracket includes a front bracket portion and a rear bracket portion that are opposed to each other in a front-rear direction, and the displacement changing means is a front bracket. The rigidity of the rear bracket in the front-rear direction is higher than the rigidity of the rear bracket in the front-rear direction. According to a twelfth aspect of the present invention, in the power unit support structure for a vehicle according to the seventh aspect, the displacement changing means includes a locking mechanism for locking the mount bracket so as not to move rearward with respect to the vehicle body. According to a thirteenth aspect of the present invention, there is provided the power unit support structure for a vehicle according to the seventh aspect, in which an attaching portion for attaching the mount bracket to the vehicle body is provided with an elongated bolt hole in a front-rear direction.

[0010]

According to the present invention, the mount bracket for fixing the engine mount to the vehicle body is provided with the displacement changing means for facilitating the forward displacement of the power unit with respect to the vehicle body in the event of a collision and the downward displacement of the power unit. Since the vehicle body and the power unit tend to behave independently in the first period of the collision at the time of the collision, the deceleration of the vehicle body increases, and as a result, the deceleration of the vehicle body in the latter period of the collision decreases and the peak time of deceleration occurs earlier. Therefore, the occupant is restrained to the vehicle body through the seat belt or the airbag from an early stage, and when the occupant makes a secondary collision with the vehicle body, the relative speed between the occupant and the vehicle body decreases and the impact on the occupant is reduced. Relaxed,
The safety at the time of collision is significantly improved.

According to another aspect of the present invention, the mount bracket includes a front bracket portion and a rear bracket portion, which are opposed to each other in the front and rear, and has a rear bracket portion having a front-rear rigidity higher than a front-rear rigidity. Since the configuration is set, the power unit is likely to be displaced forward and is unlikely to be displaced rearward with respect to the vehicle body during a collision. Claim 5
In the above, the locking mechanism that prevents the rearward displacement of the mount bracket can restrict the rearward movement of the power unit with respect to the vehicle body at the time of a collision. In claim 8, the mount bracket includes a front bracket portion and a rear bracket portion that are opposed to each other in the front-rear direction, and the front-rear rigidity of the rear bracket portion is higher than the front-rear rigidity of the front bracket portion. The desired effect is obtained. In the ninth aspect, the locking mechanism that locks the mount bracket so as not to move rearward with respect to the vehicle body can restrict the backward movement of the power unit with respect to the vehicle body at the time of a collision.

According to the tenth aspect of the present invention, the mounting portion for mounting the mount bracket to the vehicle body is provided with the elongated bolt hole in the front-rear direction. Therefore, if the bolt is located at the front end portion of the bolt hole, the desired function is obtained. Is obtained. In the eleventh aspect, since the mount bracket includes front and rear opposed front and rear bracket portions, the front and rear rigidity of the rear bracket portion is higher than the front and rear rigidity of the front bracket portion. The desired effect is obtained. According to the twelfth aspect of the present invention, the rearward movement of the power unit with respect to the vehicle body at the time of a collision can be restricted by the locking mechanism that locks the mount bracket so as not to move rearward with respect to the vehicle body. According to the thirteenth aspect, the mounting portion for mounting the mount bracket to the vehicle body is provided with the elongated bolt hole in the front-rear direction. Therefore, if the bolt is positioned at the front end portion of the bolt hole, a desired effect can be obtained. ..

[0013]

As described in the above section of the operation, the following effects can be obtained. According to the first aspect of the present invention, the vehicle body and the power unit are independent from each other in the previous period of the collision at the time of the collision of the vehicle, by providing the displacement changing means for facilitating the displacement of the power unit to the front and the displacement of the power unit to the rear at the time of the collision. Because it becomes easier to behave, the deceleration of the vehicle body increases,
As a result, the deceleration of the vehicle body decreases in the latter half of the collision, and the timing of peak deceleration occurs earlier. Therefore, the occupant is restrained from the vehicle body through the seat belt or the airbag from an early stage, and when the occupant makes a secondary collision with the vehicle body, the relative speed between the occupant and the vehicle body decreases and the impact on the occupant is reduced. It will be mitigated and the safety at the time of collision will be significantly improved.

According to a fourth aspect of the present invention, the mount bracket includes a front bracket portion and a rear bracket portion, which are opposed to each other in the front-rear direction, and has a front-rear rigidity of the rear bracket portion more than a front-rear rigidity of the front bracket portion. Since the power unit is set high, the power unit is likely to be displaced forward and less likely to be displaced rearward with respect to the vehicle body during a collision. According to claim 5, the rearward movement of the power unit with respect to the vehicle body at the time of a collision can be restricted by the locking mechanism that prevents the rearward displacement of the mount bracket. According to the eighth aspect, the mount bracket includes front and rear opposed front and rear bracket portions, and the front and rear rigidity of the rear bracket portion is higher than the front and rear rigidity of the front bracket portion. , The desired effect is obtained. According to claim 9,
By the locking mechanism that locks the mount bracket so as not to move rearward with respect to the vehicle body, it is possible to regulate the backward movement of the power unit with respect to the vehicle body during a collision.

According to the tenth aspect of the present invention, the mounting portion for mounting the mount bracket on the vehicle body is provided with the elongated bolt hole in the front-rear direction. Therefore, if the bolt is located at the front end portion of the bolt hole, the desired result can be obtained. The effect is obtained. According to the eleventh aspect, since the mount bracket includes the front bracket portion and the rear bracket portion that are opposed to each other in the front and rear, and the front-rear rigidity of the rear bracket portion is higher than the front-rear rigidity of the front bracket portion. , The desired effect is obtained. Claim 1
According to the second aspect, the locking mechanism that locks the mount bracket so as not to move rearward with respect to the vehicle body can restrict the backward movement of the power unit with respect to the vehicle body during a collision. According to the thirteenth aspect, the mounting portion for mounting the mount bracket to the vehicle body is provided with the elongated bolt hole in the front-rear direction. Therefore, if the bolt is located at the front end portion of the bolt hole, a desired effect can be obtained. Be done.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. The present embodiment is a case where the present invention is applied to a power unit mounting device of an FF type automobile, and hereinafter, the power unit mounting device is abbreviated as an engine mounting device, and front, rear, left and right are defined with reference to front, rear, left and right of the automobile. Explain. As shown in FIG. 1 and FIG. 2, regarding the vehicle body structure of the front part of the automobile 1, wheel aprons 3 are provided on both left and right sides of the engine room 2, and a pair of left and right front ends are provided at lower ends of the left and right wheel aprons 3. Frames 4 are respectively provided in the front-rear direction, the front ends of the left and right front frames 4 are connected by a first cross member 5, and the rear ends of the front frames 4 are cross-section-shaped cross members of the lower end of the dash lower panel 6. 7, a suspension cross member 8 is provided between the rear portions of the left and right front frames 4, and a center member 9 in the front-rear direction is provided between the suspension cross member 8 and the first cross member 5 in the vehicle width direction. It is located slightly to the left of the center.

A power unit 10 is arranged in the engine room 2, and the power unit 10 includes a first engine mount device 11 provided substantially at the center of the suspension cross member 8 in the left-right direction and a portion near the front end of the center member 9. Second engine mount device 12 provided in
And a fourth engine mount device 13 provided at a substantially central portion in the front-rear direction of the right front frame 4 and a fourth engine mount device 14 provided at a substantially central portion in the front-rear direction of the left front frame 4. It is elastically supported by the vehicle body through one engine mount device. The first and second engine mount devices 11 and 12 are liquid-filled type engine mout devices having a general configuration as shown in FIGS. 1 and 2, and the fourth engine mount device 14 is arranged in the left-right direction. This is a cylinder type engine mount device of a general configuration that damps vibration of the power unit 10 via an inner cylinder, an outer cylinder, and a mount rubber mounted between them.

The third engine mount device 13 is constructed as follows in order to make the power unit 10 liable to be displaced forward as much as possible and hard to be displaced rearward relative to the vehicle body during a frontal collision. As shown in FIGS. 1 to 5, a vehicle body side bracket 181 is provided substantially in the center of the right front frame 4 in the front-rear direction, and the vehicle body side bracket 181 is a pair of front and rear bodies provided at a predetermined interval. The vertical wall portions 182 and 183, the connecting portion 184 that connects the lower end portions of the vertical wall portions 182 and 183, and the reinforcing flange portions 185 and 186 that extend forward and rearward from the outer edge portions of the vertical wall portions 182 and 183, respectively. A right part fixing part 188 extending rightward from the right end parts of the connecting part 184 and the reinforcing flange parts 185 and 186 and fixed to the upper wall part of the front frame 4 by a single bolt 187, the connecting part 184 and the reinforcing part. Flange part 1
85.186 is integrally formed with a left fixing portion 190 that extends downward from the left end portion of the front frame 4 and is fixed to the left wall portion of the front frame 4 with two bolts 189.
A reinforcing member 191 having a substantially L-shaped cross-section is provided on the rear side of the lower half of the vertical wall portion 183 and the upper wall portion of the front frame 4 by the reinforcing member 191. Rearward deformation is restricted.

A shaft member 192 is pivotally supported on the front and rear vertical wall portions 182 and 183 in the front-rear direction of the vehicle body.
An inner cylinder 193 is rotatably supported by the shaft member 192 between 82 and 183, and a rubber mount rubber 194 is externally fitted to the center of the inner cylinder 193 by press-fitting so as to be relatively immovable in the front-rear direction. ing. A supporting portion 46 extending rightward is provided at the rear end of the right portion of the power unit 10, and a unit side supporting bracket 195 is fixed to the upper surface of the right portion of the supporting portion 46 through three bolts 196 to support the unit side. At the right end of the bracket 195, a metal outer cylinder 197 is integrally fixed to the mount rubber 194 by press fitting so as to be relatively immovable in the front-rear direction.
0 is a mount rubber 194 between the inner cylinder 193 and the outer cylinder 197.
Is elastically supported by the vehicle body.

Next, the third engine mount device 13
The action of will be described. In the third engine mount device 13, the vertical wall portion 18 on the rear side is interposed via the reinforcing member 191.
3 is effectively prevented from being rearwardly deformed, and the vertical wall portion 183 can receive the outer cylinder 197 that moves rearward relative to the front frame 4, so that the power unit for the vehicle body at the time of a frontal collision or the like. The relative rearward movement of 10 is restricted, and the front vertical wall portion 18
Since the reinforcing member for preventing the forward deformation of 2 is not provided, the forward movement of the power unit 10 relative to the vehicle body at the time of a frontal collision is prevented by the forward deformation of the vertical wall portion 182. It will be well tolerated.

The characteristics of the deceleration of the vehicle body when the vehicle collides with an obstacle ahead are as shown in FIG. 36. The engine mount device allows the power unit 10 and the vehicle body (most of the vehicle body including the passenger compartment) to be separated. If the connection is strong, the vehicle body and the power unit 10 behave integrally in the early stage of the collision, but the vehicle body is decelerated by the proof stress of the front frame 4 at the front part of the vehicle body at the time of the collision, so When the power unit 10 and the power unit 10 behave integrally, the mass increases and the deceleration of the vehicle body in the pre-collision period becomes a low value as shown by the phantom line in FIG. However, in this third engine mount device 13, since the power unit 10 is easily displaced forward with respect to the vehicle body, the vehicle body and the power unit 10 behave independently in the early period of the collision, and therefore are shown by solid lines in FIG. As described above, the mass is reduced and the deceleration of the vehicle body is increased. As a result, the deceleration of the vehicle body is reduced in the latter half of the collision, and the peak time of deceleration is advanced.

Therefore, when the deceleration peaks in the latter half of the collision, the deceleration at the time of the secondary collision of the vehicle occupant with the vehicle body becomes low, the impact on the occupant is remarkably alleviated, and the safety for the occupant is improved. improves. In other words, the vehicle body and the occupants inside it will be restrained by the vehicle body with seat belts and airbags from the early stage after the start of the collision, and they will be decelerated over time, so the impact will be greatly mitigated. Become. As described above, the third engine mount device 1 having a simple structure
3, the safety at the time of collision can be further improved without separately providing a shock absorbing member or the like on the vehicle body side and without increasing the vehicle body weight.

[Modification] FIGS. 6 to 23 Next, a modification in which the configuration of the third engine mount device 13 is partially modified will be described. The same members as those in the above embodiment are designated by the same reference numerals, and detailed description thereof will be omitted. [1] As shown in FIG. 6, in the third engine mount device 200, the shaft center of the shaft member 192 is arranged in the vehicle body front-rear direction similarly to the above device, and the reinforcing member 191 is omitted. The vehicle body side bracket 201 serving as the vehicle body side bracket 181 has vertical wall portions 182, 183, a connecting portion 184, a reinforcing flange portion 185, a reinforcing flange portion 186 and a right portion fixing portion 188 which have the same configuration as that of the above embodiment. A reinforcing flange portion 202, a right fixing portion 203, and a left fixing portion 204, which are obtained by extending the left and right fixing portions 190 rearward, respectively.
The vertical wall portion 201 on the rear side is reinforced by the reinforcing flange portion 202, the right fixing portion 203, and the left fixing portion 204, so that the vertical wall portion 201 is effectively deformed rearward. Therefore, the same effect as described above is obtained.

[2] As shown in FIG. 7, in the third engine mount device 205, the shaft center of the shaft member 192 is arranged in the front-rear direction of the vehicle body similarly to the above-mentioned device, and the reinforcing member 191 is provided. Is omitted, and the vehicle body side bracket 206 as the vehicle body side bracket 181 is configured to be slightly thicker than that of the above-mentioned embodiment as a whole, and is connected to the vertical wall portions 182 and 183 having the same configuration as that of the above embodiment. Part 184
A reinforcing flange portion 186, a right fixing portion 188, a left fixing portion 190, and a reinforcing flange portion having substantially the same configuration as that of the reinforcing flange portion 185, and a cutout portion 20 at a lower step portion of a front end portion.
7 is integrally formed with the reinforcing flange portion 208 and the notch portion 207 forms the reinforcing flange portion 208.
By promoting the forward deformation of the vertical wall portion 182,
The same operation as described above is achieved. It should be noted that, like the vehicle body side bracket 211 of the third engine mount device 210 shown in FIG. 8, instead of the notch 207, a vertically elongated through hole 213 is formed in the lower step portion of the reinforcing flange portion 212.
Forming a bead, reinforcing flange portion 212 and vertical wall portion 1
The forward deformation of 82 may be promoted. still,
A plurality of the through holes 213 and the beads may be provided in the lower step or the middle step of the reinforcing flange portion 212.

[3] As shown in FIGS. 9 and 10, in the third engine mount device 220, the shaft center of the shaft member 192 is arranged in the front-rear direction of the vehicle body similarly to the above-mentioned device, and The reinforcing member 191 is omitted, and the vehicle body side bracket 221 serving as the vehicle body side bracket 181 is provided with a right portion fixing portion 222 extending rightward from the right end portions of the connecting portion 184 and the reinforcing flange portions 185 and 186,
A left fixing portion 223 extending downward from the left end portions of the connecting portion 184 and the reinforcing flange portions 185 and 186 is provided, and an elongated bolt hole 224 is formed in the front-rear direction at a substantially central portion of the right fixing portion 222 and a bolt hole 224. 18 bolts on the front of
7, a pair of bolt holes 225 which are elongated in the front-rear direction are provided at predetermined intervals in the front-rear direction in the middle part of the left fixing portion 223, and bolts 189 are installed in the front portions of the bolt holes 225, respectively. The body side bracket 221 has bolts 187.
It is fixed to the front frame 4 via 189.
In this case, the forward movement of the vehicle body side bracket 221 relative to the front frame 4 is permitted to some extent,
For the relative movement to the rear, the bolts 187 and 189 are bolt holes 2
It is regulated by engaging with the rear end portions of 24 and 225, and the forward relative movement of the power unit 10 with respect to the vehicle body is allowed, but the rearward relative movement is regulated.

Instead of the bolt holes 224 and 225, as shown in FIG. 11, a bolt hole 226 having a pair of left and right engaging portions 82a protruding inwardly in the vicinity of the rear end, A bolt hole 226 that can hold the bolts 187 and 189 at the rear end portion of the bolt hole 226 via the locking portion 226a may be used. In addition, as shown in FIG. 12, a pair of tapered right and left restricting portions 227 approaching each other toward the rear in the middle.
The bolt hole 227 in which a is formed,
Locking portion 22 for locking the rearward movement of bolts 187 and 189 moved to the front end of bolt hole 227 at the front end of 7a.
The bolt hole 227 in which 7b is formed may be used. Also, FIG.
As shown in FIG. 3, a plurality of sawtooth-shaped restricting portions 228 are provided in the middle.
a may be a bolt hole 228 formed in a pair of left and right, and each of the restriction portions 228a may restrict the backward movement of the bolts 187 and 189. The bolt holes 224, 225, 226, 227, and 228 are formed on the front frame 4 side, and bolts 187 and 189 are attached to the front ends of the bolt holes on the front frame 4 side to attach the vehicle body side bracket 221 to the front. It may be fastened to the frame 4. However, in this case, the bolt holes 226, 227, 22
8 is formed symmetrically with respect to the case where it is formed on the vehicle body side bracket 221.

Further, as shown in FIG. 14, a spring member having three shaft members 401, 402, 403 and a locking portion 404a that traverses the bolt hole 400 near the bolt hole 400 of the vehicle body side bracket 221. A mechanism consisting of 404 may be provided. In this case, the bolts 187 and 189 are fastened to the front end portion of the bolt hole 400 as described above, but the bolts 187 and 189 are fastened to the spring member 40 in the early period of the frontal collision.
By rotating the locking portion 404a rearward against the spring force of 4 and relatively moving to the rear end portion of the bolt hole 400, the forward relative movement of the vehicle body side bracket 221 with respect to the front frame 4 is allowed. However, in the latter half of the head-on collision, the bolts 187 and 189 moved to the rear end of the bolt hole 400.
Of the shaft member 402/403 and the locking portion 4
It is regulated by 04a, and the relative movement of the vehicle body side bracket 221 with respect to the front frame 4 to the rear is regulated.

[4] As shown in FIGS. 15 and 16, in the third engine mount device 231, the hook-shaped bolt hole 2 is formed in the left fixing portion 232 of the vehicle body side bracket 231.
33 is formed, and the hook-shaped bolt hole 232 includes a straight hole portion 233a extending in the front-rear direction and an inclined hole 233b extending obliquely downward from the rear end of the straight hole portion 233a. 234 shall be assembled in the position. In the first half of the collision when a car crashes,
The forward movement of the vehicle body side bracket 231 with respect to the vehicle body is permitted through the straight hole portion 233a, and the bolt 234 is located at the lower end position of the inclined hole 233b (bolt 23
4a) and the rearward movement of the vehicle body side bracket 231 with respect to the vehicle body is restricted.

[5] As shown in FIGS. 17 and 18, in the third engine mount device 235, a pair of engagements is made at the central portion of the connecting portion 237 of the vehicle body side bracket 236 which is substantially similar to that of FIG. 9. The portion 238 is formed by cutting and raising downward, and the front frame 4 is formed with a pair of cut and raised portions 239 corresponding to the engaging portions 238, and a pair of cut and raised portions 239 is provided on the rear end side of the engaging portion 238. A locking portion 240 that receives the lock is formed. Therefore, the forward movement of the vehicle body side bracket 236 with respect to the vehicle body is permitted in the first half of the collision of the automobile, and the locking portion 238 is formed in the latter half of the collision.
Enter the lower side of the corresponding locking portion 240 and enter the locking portion 240
The vehicle body side bracket 23 with respect to the vehicle body is locked by
The movement of 6 toward the rear is restricted.

[6] As shown in FIG. 19, the right fixing portion 242 of the vehicle body side bracket 241 which is substantially the same as that of FIG. 9.
Of the vehicle body side bracket 241 with respect to the vehicle body before the collision in the collision of the vehicle.
Of the vehicle body side bracket 241 to allow the vehicle body side bracket 241 to move rearward relative to the vehicle body in the latter half of the collision. That is, a plurality of sawtooth-shaped locking teeth 244 are formed at the right end of the right fixing portion 242 and the lower end of the left fixing portion 243, and the locking teeth 244 at the right end of the right fixing portion 242 are formed. A locking member 246 having a plurality of engaged serrated locking teeth 245 is provided, and a plurality of serrated locking engaged with the lower end locking teeth 244 of the left fixing portion 243. A locking member 247 having teeth 245 is provided. In the first half of a collision when a car crashes,
The forward movement of the locking teeth 244 with respect to the locking teeth 254 allows the vehicle body side bracket 241 to move forward with respect to the vehicle body, and the locking teeth 254 lock the locking teeth 244 to cause a collision. Body side bracket 2 in the latter half
41 is restricted from moving rearward with respect to the vehicle body.

[7] As shown in FIG. 20, in the third engine mount device 250, the left fixing portion 252 of the vehicle body side bracket 251 substantially similar to that of FIG.
The bolt is inserted into the pair of bolt holes 253 and 254 and fixed to the front frame 4, but a notch 255 is formed below the rear bolt hole 254.
4 and the notch 255 are continuous through the narrow portion, and the bolt inserted through the bolt hole 255 when the power unit and the vehicle body side bracket 251 move forward with respect to the vehicle body in the early period of the collision at the time of collision of the vehicle. Since it moves to the notch 255, the forward movement of the power unit with respect to the vehicle body is allowed through the rotation of the vehicle body side bracket 251 around the bolt inserted in the bolt hole 253 in the direction of arrow 256. The rearward movement of the power unit with respect to the vehicle body is restricted by the restraint force of the bolts inserted through the holes 253.

[8] As shown in FIG. 21, in this third engine mount device 80, three bolt holes 81 elongated in the front-rear direction are formed in the unit side support bracket 47, and the unit side support bracket 47 has these three bolt holes 81. Bolts 48 are attached to the rear ends of the bolt holes 81, and are fixed to the upper surface of the right portion of the support portion 46 of the power unit 10.
In this case, at the time of a collision, the bolt 48 engages with the rear end portion of the bolt hole 81 to restrict the rearward relative movement of the power unit 10 with respect to the vehicle body, but the bolt 48 with respect to the unit side support bracket 47. By moving the power unit 10 forward along the bolt holes 81, the power unit 10 is allowed to move forward relative to the vehicle body to some extent.

As the bolt holes 81, bolt holes having a symmetrical structure with respect to the bolt holes 226, 227 and 228 are formed in the unit side support bracket 47, and the bolt 48 is positioned at the rear end of these bolt holes. You may let me. still,
The bolt hole 81 may be formed on the support portion 46 side, and the bolt 48 may be attached to the front end portion of the bolt hole on the support portion 46 side to fasten the unit side support bracket 47 and the support portion 46. Further, as the bolt holes on the side of the support portion 46, bolt holes having the same configuration as the bolt holes 226, 227, 228 may be formed in the unit side support bracket 47, and the bolt 48 may be positioned at the front end portion of these bolt holes. ..

[0034]

[9] As shown in FIGS. 22 and 23, in the third engine mount device 85, three bolt holes 86 and 87 formed in the unit side support bracket 47 are provided.
・ Two bolt holes 86 and 87 on the right side of 88 are on the left side
The bolt holes 86 and 87 are formed in a partially arcuate shape along the circumference centering on the one bolt hole 88, and the bolt holes 86 and 87 are formed in the shape of an elongated hole oriented substantially in the front-rear direction. The unit side support brackets 47 are attached to the rear ends of the bolt holes 86 and 87, respectively.
It is fixed to the upper surface of the right portion of the support portion 46 of the power unit 10 via. In this case, at the time of a collision, the unit-side support bracket 47 rotates around the central portion of the shaft member 43 as shown in FIG. 23 due to the forward relative movement of the power unit 10, so that the outer cylinder 49 and the vertical wall. Part 41a ・ 41
The interference with b can be prevented as much as possible, and the forward movement resistance of the power unit 10 can be reduced. Incidentally, the bolt holes 86 to 87
In the same manner as the bolt hole 81, the bolt holes 226, 227 and 228 can be applied.

[Second Embodiment] FIGS. 24 to 26.
.... Next, the first and second engine mount devices 11 and 12
An example in which the present invention is applied to will be described.
The same members as those in the above embodiment are designated by the same reference numerals, and detailed description thereof will be omitted. As shown in FIG. 24, the first and second engine mount devices 100 and 101 are respectively provided in the substantially central portion of the suspension cross member 8 in the left-right direction and in the vicinity of the front end of the center member 9, as in the above embodiment. The power unit 10 is elastically supported via the unit-side bracket 102 provided at the front portion of the power unit 10 and the unit-side bracket 103 provided at the rear portion of the power unit 10.

Next, the first and second engine mount devices 1
Since 00 and 101 are substantially symmetrical in the front-rear direction, the second engine mount device 101 on the front side will be described. As shown in FIGS. 25 and 26, the unit side bracket 103 includes a pair of left and right arm portions 104 and an arm portion 1.
Reinforcing portion 105 for connecting the upper end portion of 04 and arm portion 10
4 is integrally formed with a pair of mounting portions 106 provided at the rear end portions of the unit 4, and the unit side bracket 103 is fixed to the power unit 10 at the mounting portion 106.
A shaft member 107 in the left-right direction is rotatably supported between the left and right arm portions 104 near the front ends thereof. Between the left and right arm portions 104, a rubber-made mount rubber 108 having a substantially cylindrical shape is externally fitted and attached to the shaft member 107, and a metallic outer cylinder 109 is externally fitted and attached to the mount rubber 108. Left and right pair of legs 111 and left and right legs 1
It is fixed to the center member 9 via a support member 113 having a substantially U-shaped front view and having a connecting portion 112 that connects the lower end portions of the upper and lower eleventh portions to the front portions of the left and right leg portions 111.
46 is formed.

In the second engine mount device 101, since the strength and rigidity of the front portion of the support member 113 is reduced by the elongated hole 146, the forward deformation of the support member 113 at the time of a frontal collision is promoted, Center member 9
The relative movement of the power unit 10 to the front relative to the front is relatively easy, but the relative movement to the rear is significantly restricted. As a result, similarly to the above-described embodiment, without providing a separate shock absorbing member or the like on the vehicle body side, the deceleration of the vehicle body in the early period of the collision at the time of the collision is increased, and the deceleration of the vehicle body in the latter period of the collision is reduced and Advance the time of peak occurrence,
The occupant's restraint start time by the seatbelt device or the airbag device can be advanced, and the impact when the occupant makes a secondary collision with the vehicle body is mitigated, so that the occupant's safety can be further improved. A bead or a notch may be formed instead of the elongated hole 146. In addition, the first and second engine mount devices 100
101 is the third and fourth engine mount device 13.1.
The same can be applied to 4.

[Modification] FIGS. 27 to 32 Next, a modification in which the configuration of the second engine mount device 101 is partially modified will be described. Incidentally, the second
The same members as those in the embodiment are designated by the same reference numerals, and detailed description thereof will be omitted. [1] As shown in FIG. 27, in the second engine mount device 150, the outer cylinder 151 is supported at a position close to the upper surface of the center member 9 via the support member 152, and the center of the rear portion of the outer cylinder 151 is a center. An engaging portion 153 is formed in a protruding shape and extends rearward and downward to the vicinity of the upper surface of the member 9, and an engaging portion 154 is formed in an upper wall portion of the center member 9 behind the engaging portion 153 in a protruding shape. The engaging portion 153 engages with the locking portion 154 at the time of collision, whereby the rearward relative movement of the power unit 10 with respect to the center member 9 is restricted.

[2] As shown in FIG. 28, in the second engine mount device 155, a pair of elongated front and rear bolt holes 156 are formed in the connecting portion 112 in the front-rear direction.
The support member 113 and the outer cylinder 109 are fastened to the center member 9 via bolts 157 attached to the front part of the bolt holes 156. In this case, when the bolt 157 moves forward along the bolt hole 156 in the event of a collision, the forward relative movement of the power unit 10 with respect to the center member 9 is allowed to some extent, and the bolt 157 engages with the rear end portion of the bolt hole 156. As a result, the rearward relative movement of the power unit 10 with respect to the center member 9 is restricted.

As the bolt hole 156, the first
The same structure as the bolt holes 226, 227, 228 of the embodiment can be applied. Further, the bolt hole 158 in the upper wall portion of the center member 9 may be formed in a long and narrow elongated hole shape in the front-rear direction, and the bolt 157 may be attached to the rear portion of this elongated hole. Also,
In addition to the above-described configuration, like the second engine mount device 160 shown in FIG. 29, the substantially central portion of the connecting portion 112 and the upper wall portion of the center member 9 corresponding to the central portion of the connecting portion 112 are inclined downward to the front, and the locking portion 161 is provided. 162 may be formed respectively, and the relative movement of the power unit 10 to the rear with respect to the center member 9 may be more effectively restricted by the engagement of both the locks 161 and 162 at the time of collision.

[3] As shown in FIG. 30, in the second engine mount device 165, a long and slender pivot support hole 166 is formed in the front-rear direction at the front end portions of the left and right arm portions 104, and the shaft member 107 is It is attached to the front end of the pivot hole 166. In this case, at the time of collision, the shaft member 107 has the pivot hole 166.
The rearward movement of the power unit 10 relative to the center member 9 allows the forward movement of the power unit 10 to some extent, and the shaft member 107 engages with the rear end portion of the pivot hole 166, whereby the center of the power unit 10 is moved. The rearward relative movement with respect to the member 9 is restricted. Incidentally, the pivot hole 16
6, the bolt holes 226, 227, 2 of the first embodiment
The same structure as 28 can be applied.

[4] The second engine mount device 1
In addition to the configuration of 65, as in the second engine mount device 170 shown in FIGS.
Hook part 1 bent inward in the vicinity of the front end of 4
71 is formed, and locking portions 172 extending forward are formed near the front ends of the left and right ends of the outer cylinder 109, and the power unit 10 moves forward relative to the center member 9 in the early stage of the collision. The hook portion 171 and the locking portion 172.
The power unit 1 in the latter half of the collision by engaging with the
Relative rearward movement of the center member 0 of 0 is restricted.

[5] In addition to the structure of the second engine mount device 165, the second engine mount device 165 shown in FIGS.
Like the engine mount device 175, the left and right arms 1
An extension portion 176 extending downward is formed at the lower end portion of 04, and the hook portion 17 bent inward is provided at the front end portion of the extension portion.
7 are formed, and hook portions 17 are formed at the rear end portions of the left and right legs 111.
7, a hook portion 178 engageable with 7 is formed outward, and the power unit 10 moves forward relative to the center member 9 so that the hook portions 177 and 178 engage with each other, thereby causing a frontal collision. The relative rearward movement of the power unit 10 with respect to the center member 9 in the latter period may be restricted.

[Third Embodiment] ... See FIG. 35. Next, an embodiment of a cantilever type engine mount device will be described with reference to FIG. The engine mount device 260 is suitable for elastically supporting three or four places on the outer circumference of the power unit, and is a liquid-sealed engine mount device having a general configuration.
A vehicle body side bracket 261 fixed to, for example, the front frame 4 on the vehicle body side, a holder member 262 fixed to the upper end thereof, a mount rubber 263, and a roll stopper 2
64, a mounting member 265 fixed to the upper end of the mount rubber 263, a bolt member 266 fixed to the mounting member 265, a main chamber and a sub chamber formed in the holder member 262 and filled with liquid, and a main chamber And an orifice communicating with the sub chamber.

The vehicle body side bracket 261 includes a front side bracket portion 261a and a rear side bracket portion 261b facing the front side bracket portion 261a, and one or a plurality of locking brackets 267 are fixed to the rear side portion of the front side bracket portion 261a. Further, one or more locking brackets 268 are fixed to the rear side portion of the rear side bracket portion 261b. The lower ends of the two locking brackets 267 and 268 face the upper surface of the front frame 4 in an approaching manner, and the forward tilting of the engine mount device 260 is allowed.
The rear end tilting of the engine mount device 260 is restricted by the contact between the lower ends of the 7, 268 and the front frame 4. Therefore, the power unit is likely to be displaced forward with respect to the vehicle body in the early period of the collision of the automobile, but the power unit is difficult to be displaced rearward with respect to the vehicle body in the late period of the collision. Although the present invention is applied to the FF type vehicle in the present embodiment, the present invention can be similarly applied to the FR type vehicle.

[Brief description of drawings]

FIG. 1 is a plan view of a vehicle body front portion according to a first embodiment.

FIG. 2 is a vertical sectional view of a front portion of the vehicle body shown in FIG.

FIG. 3 is an exploded perspective view of a third engine mount device.

FIG. 4 is a plan view of the vicinity of a third engine mount device.

FIG. 5 is a sectional view of a third engine mount device.

FIG. 6 is a side view of a third engine mount device according to a modification.

FIG. 7 is a side view of a third engine mount device according to a modification.

FIG. 8 is a side view of a third engine mount device according to a modification.

FIG. 9 is a perspective view of a main part of a third engine mount device according to a modification.

10 is a side view of the third engine mount device of FIG. 9. FIG.

FIG. 11 is a diagram showing a bolt hole according to a modification.

FIG. 12 is a diagram showing a bolt hole according to a modification.

FIG. 13 is a diagram showing a bolt hole according to a modification.

FIG. 14 is a side view near a bolt hole according to a modification.

FIG. 15 is a side view of a third engine mount device according to a modification.

16 is an enlarged view of the bolt hole of FIG.

FIG. 17 is a perspective view of a main part of a third engine mount device according to a modification.

FIG. 18 is a cross-sectional view of the third engine mount device of FIG.

FIG. 19 is a perspective view of a main part of a third engine mount device according to a modification.

FIG. 20 is a side view of a third engine mount device according to a modification.

FIG. 21 is a plan view of a third engine mount device according to a modification.

FIG. 22 is a plan view of a third engine mount device according to a modification.

FIG. 23 is an operation explanatory view of the device of FIG. 22.

FIG. 24 is a view of the front portion of the vehicle body according to the second embodiment, corresponding to FIG. 2.

FIG. 25 is a perspective view of a second engine mount device.

FIG. 26 is a side view of a second engine mount device according to a modification.

FIG. 27 is a side view of a second engine mount device according to a modification.

FIG. 28 is a cross-sectional view of a second engine mount device according to a modification.

FIG. 29 is a cross-sectional view of a second engine mount device according to a modification.

FIG. 30 is a side view of a second engine mount device according to a modification.

FIG. 31 is a side view of a second engine mount device according to a modification.

32 is a cross-sectional view of the device of FIG. 31.

FIG. 33 is a side view of a second engine mount device according to a modification.

34 is a cross-sectional view of the main parts of FIG. 31.

FIG. 35 is a side view of the second engine mount device according to the third embodiment.

FIG. 36 is a characteristic diagram of deceleration of a vehicle body at the time of collision of an automobile.

FIG. 37 is a mechanical diagram of a front structure of an automobile before a collision starts.

FIG. 38 is a mechanical diagram of the front structure of the automobile in the early stage of the collision.

FIG. 39 is a mechanical diagram of the front structure of the automobile in the early stage after the collision.

FIG. 40 is a mechanical diagram of the front structure of the automobile in the latter half of the collision.

FIG. 41 is a mechanical view of the front structure of the automobile after the collision.

[Explanation of symbols]

13, 80, 85, 200, 205, 210 Third
Engine mount device 220, 230, 235, 250, 260 Third
Engine mount device 101, 155, 160, 165 2nd
Engine mount device 41, 103, 181, 201, 206, 211
Body side brackets 221, 231, 236, 241, 251, 261
Body side bracket 193 Inner tube 108, 194, 263 Mount rubber 197 Outer tube

Claims (13)

[Claims] 1. A power unit support structure comprising a mount bracket for fixing an engine mount supporting a power unit to a vehicle body, wherein the power unit is easily displaced forward and rearward with respect to the vehicle body at the time of a collision. A power unit support structure for a vehicle, which is provided with displacement changing means for making it difficult. 2. The power unit support structure for a vehicle according to claim 1, wherein the mount bracket is a mount bracket that supports a cantilever type engine mount that is vertically arranged. 3. The vehicle according to claim 1, wherein the mount bracket is a mount bracket that supports a cylindrical engine mount having an inner cylinder, an outer cylinder, and a mount rubber between the cylinders. Power unit support structure. 4. The mount bracket includes a front bracket portion and a rear bracket portion, which are opposed to each other in the front-rear direction, and the displacement changing means has a front-rear rigidity of the rear bracket portion rather than a front-rear rigidity of the front bracket portion. The power unit support structure for a vehicle according to claim 2, wherein the power unit support structure has a high setting. 5. The power unit support structure for a vehicle according to claim 2, wherein the displacement changing means includes a locking mechanism that prevents a rearward displacement of the mount bracket. 6. The power unit support structure for a vehicle according to claim 3, wherein an axis of the cylindrical engine mount is set in a front-rear direction. 7. The power unit support structure for a vehicle according to claim 3, wherein an axis of the cylindrical engine mount is set in a vehicle width direction. 8. The mount bracket includes a front bracket portion and a rear bracket portion that are opposed to each other in the front-rear direction, and the displacement changing means has a front-rear rigidity of the rear bracket portion rather than a front-rear rigidity of the front bracket portion. The power unit support structure for a vehicle according to claim 6, wherein the power unit support structure has a raised structure. 9. The power unit support structure for a vehicle according to claim 6, wherein the displacement changing means includes a locking mechanism that locks the mount bracket so as not to move rearward with respect to the vehicle body. 10. The power unit support structure for a vehicle according to claim 6, wherein an attachment portion for attaching the mount bracket to the vehicle body is provided with an elongated bolt hole in a front-rear direction. 11. The mount bracket includes a front bracket portion and a rear bracket portion that are opposed to each other in the front-rear direction,
8. The power unit support structure for a vehicle according to claim 7, wherein the displacement changing means has a configuration in which the front-rear rigidity of the rear bracket portion is higher than the front-rear rigidity of the front bracket portion. 12. The power unit support structure for a vehicle according to claim 7, wherein the displacement changing means includes a locking mechanism that locks the mount bracket so as not to move rearward with respect to the vehicle body. 13. The power unit support structure for a vehicle according to claim 7, wherein the mounting portion for mounting the mount bracket to the vehicle body is provided with an elongated bolt hole in the front-rear direction.